Absolute permissive block-signal system.



S. N. WIGHT. ABSOLUTE PERMiSSlVE BLOCK SIGNAL SYSTEM.

APPLICATION FILED JUL'YB. 19H.

Patented Apr. 6, 1915.

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IHVENTOR W) NESSES ATTZDRNEY s. NIWIGHT. I A BSOLUTE PERMISSIVE BLOCKSIGNAL SYSTEM. APPLICATIDII FILED IULY31 19H. 1,134 9 2, Patented Apr.6, 1915.

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suitably located. signals indicate the occu parry ornonoccupany of apredetermined ABSOLUTE PERIIISSIVL" BECK-SIGNAL SYSEElVi'.

Specification 01' Letters Patent. 1

Application filefi l uly Sr 1911. Serial No. 637,457.

To aZZ whom it may 0071mm Be it knownthat L snnowron N. Wrcnr, a citizenof the United States, and resident of the city of Rochester, in thecounty of;

spa e interval between trains on the same irachway, Whether on a singleor multiple tract: line, by having eachone of aseries of section of thetrackway. Great, variations exist in the kindof signals used. Forexm-ple there is the one arm signal capable of ,idisplay in one-setposition and one operated position only, this signal 'being capabletherefore of giving two indications only,'

differently con strued according-as the signalisa home sigtheseindications being nail. or distant signal, Then there is another onearm. s ig ia'l capahleof displaz in one set position and tw ooperatedposit ons v and therefore capable'ofgiving all the indications providedby two, one arm signals. There is. further a, two, arm signal each arm 7being capable of display in one set and one operated position,and-therefore, capable of giving the. same indications proii'ded by aone arm, threeposltion signal, Similar great variations exist in thecharacter of the circuits controlling these various signals. from whichwe have What are commonly known as the simple overlap schemewithoutdistant signals; the overlapping scheme with an occasionaldistant signal;

the home and distant or the three position scheme Without overlap; thehome and dista nt or the three position scheme Withoverlapand otherschemes. But, whilein track circuit controlled block signaling signalhose, circuit isafiected or controlled part at that end of the tion.

the relay of that track circuit section, is

in nowisedependent upon the manner in which such train entered'theblock; that is to say, the aspect of the signal willTbe't-he same underthe condition noted, regardless of whether the train moved into theclock of Patented Apr. 6, 1915.

which the occupied track circuit forms a' clock Where'the signal isplaced. or at the opposite end. In consequence of this characteristic ofall block systems ofthe kind above described, many railways sufier greatannoyance, inconvenienceand loss of time, as forexample wherever singletrack lines have employed such a bloclrsystem, in all such cases, an

engineinan finding a signal displaying that aspect which indicates thata section oftraclr governed b. that signal is occupied by another train,has no means of knowing whether such other train entered the block fromthe direction his train is pursuing or= from the other end of saidblock. In general, under such condlt ons such eng1neman. would berequiredin the interest of safety to oring his train to a stop at thesignal and toremain there until a flagman goes a long distance ahead ofhim, Whereuponf he Would'he permitted to follow such flagman at a speedregulated by that of the lagman until he passes through the block. Inmany-locations this operation not only entails such loss of time butputs the train in danger of being wholly stalled or of breaking intwo,all of which inconveniences' and dangers could bGPleYQDtQCl it asystem of block were employed in which one aspect of the signal is shownwhen the block .1s occupied by a train that moved into the block atoneend'thereof and 111 which another aspect of the signal is shown when anypart of the same blockis occupied by a train that moved into the blockfrom the opposite end thereof. The term block as us d above 'is meant todesignate that part of a railway between two signals which govern themovement oftrafilc in the same direc- Gertain systems of single trackauto,- matic block have been. proposed in which opposed mosements oftrains are governed by signals situated at the ends of sections ofsingle track; the space between these two opposing" signals beingsignaled for following trains in both directions in the usual manner.such systems the two entrance signals are usually inter-locked one withthe other v so that when one gives the proceed indication the other mustgive the stop position and in consequence of the intermediate signalsthe entra ce signals will at; times give 1 an indication to ,a followingwhich, if one were fully conversant with the circuits involved wouldenable them to de-;:

a train was in a certain duce the fact that part of the single tracksection and that it had entered that part from a certain d1rection. I Tospeak more positively, this indica tion of "direction is on one of theis only given while a train blocks and before or after the said trainenters this particularblock there is no indication of the directionof'its that the trainjis present at all on any part'of the'intervenmovement or even the fact I mg space. There has also been inventnjsd atrack circuit control for auto-x iiiatic block signals capable of aplurality" is a normal ,system of of aspects, one of which aspectas'usual and the other or others, 0perated aspects, whereby a trainenterin upon a predetermined section of track v irom one end will causethesignal 'to display-its.

normal bias aspect and entering nponthe same predetermined section fromthel'other endwill cause the display of an'operated aspect. Thatinvention consists primarily of a signal circuit adapted to be opened bya train.- on the track circuit sections of a block, and of a furthersignalcircuit adapted to be closed by a train which enters the blockfrom one direction but is prevented from closing by a train which.enters, the

. block from the other direction.

reeted to the rails ofthe The primary object of the present inventhisspecification, which will more fully ex plain'the invention. v

Figure 1 is a schematic viewillustrating .my invention applied as anormal danger system; Fig. 2 is a schematic view illustratinventionapplied as a normal clear system. a I T 0onatmotioa.--Referring to Fig.1, 1' and 2 designate rails of a track which are divided into sectionsA, B and G, by means of insu-. lation at the points 8, B and C formin a.blockcontrolled by signal 10 4, 511ml 6 d esignate relay soils the end-=of which are conrespective' section A, B and O; 7, 8'and 9 designatebatteries the terminals of which are connected to the two rails of therespective sections A, B and C; '10 designates. a signal placed at; theem trance to sectionB and controlling the en- 'trance'thereto by reasonof the distinctive positions which the caused to assume; 4 designates anarmature controlled by relay coil 4:, being held in the upper-positionas shown when the track circuit formed by the battery v7, the trackrails v .1 and 2 and the coils are intact,.and no train j shuntingbattery 7 are or other means for 7 present. upon the rails of blocksection A; 5,-5 and 6 designate armatures Which-are controlled by 6 :11designates a relay armature 11 which, in the energized conditionof coil11 12" designates a. relay coil which controls armatnres 12 and 12 andwhichin the normal condition of the 1s normally tery which is intendedtI furnish current for is in the position as shown; V v

arm thereof may be Y i the relay coils 5 and coil which controls system,are in the ing plind position as shown, as the relay'c'oil 12 Ideenergizedyliidesignates a-bat- V the energization of relay'coil 11; 14designates a battery which serves as a source of energy for theoperation of signal '10, and-= also as'a means for furnishing energy tore- I lay coil 12; 15' 'designatesa circuit breaker which is designed tomove in unison with the armof the signal 110, and in order to in dicatethat it does soimove, it has been shown 1 a as being connected thesignal 10 by means of in the diagrammatic View with the amt o the rod16. s i

In the diagrammatic view accompanying this specification nodetails of aspecific means for moving the arm of have been shown or described, forsuch means are, well. known and understood by those skilled in the. artand it suflices in describing this invention to represent the signal andthe controlling wires therefor dia grammatically,

for it is wellunderstood by those skilled in the art how, by, the use ofthe same control wires represented by the applicant, a one arm signaltwo operated positions and same control wires two one-arm signals canthe signal 10 may be moved to also how bythe be each moved to anoperated position, so 7 that for the purposes of the invention it is Himmaterial whether i-single arm signal is used or whether a two armsignal is used,"

I for, in either case a plurality of aspects may be obtained to whichidentical interpretations should be given.

. Operation-With no train on any part of 7 he diagram, all of 7 thetrack representedin t the parts would bein what mal position as ,showninatrams'hould approachmoving in the direction of the arrow B as soon asthe first pair of wheels pamed upon the rails .1 and 2, the current frombattery 7 would be shunted is called thenor the drawing. If

from the relay coil l, consequently the armature l would fall andmahecontact with the wire '17, currentwould then flow from the positiveside of the battery 1% in the following pat-h: wires 18, 19 and 20,armature 11 wire 21, signal 10, wire 17, armature 4 wires :22, 23, 24and 25 to the negativetermi na'l of the battery 14. It' will be noticedthat the path above traced has two points at which a possible break mayoccur, namely, armature 4 and armature 11 but with no train upon any oneof the block sections A, B, C, the armaturell? would be in-the upperposition as shown and so make contact with wire 21 as relay 11 would beenergized by'neason of current flowing in the follow-'. ing path,positive side of battery 13, wire 26,

armature 6 wire 27, armature 5 wire 28, relay coil 11, wires 29,30, 24and 31 to the negative terminal of the battery 13. The relayarinature 4:having made contact with Wire 17, as heretofore described, and currentbeing caused to flow to the signal by means of Wire21, the arm of thesignal 10 will be raised to the full clear or 90 position in a mannerwell known and understood by those skilled in the art, and, as currentflowing in wire 21 does cause armof signal 10 to move to the full clearor 90 position, the wire 21 will be called hereafter the 90 control wirealthough as heretofore observed the signal ,10 may have 2 arms in whichcase the wire 21 would be a control wire forthe operated position of theupper arm and wouldcause that upper arm to be moved tofihny desiredposition. By reason of the movement of the arm of signal 10asheretofore"described, a train upon reaching the entrance to thesection B, will receive a clear signal and will so enter the section Bat full speed. As soon as the-first wheels of the first truck pass uponthe rails-1 and 2 of section B, current from the batteryB is'shuntedfrom'relay 5, consequently the armatures 5 and 5 are dropped.- Thearmature 5 by droppingbreakscontact withthe wire 27,, consequently thecurrent lowing from the battery 13 in 'the heretot'ore traced circuithas no longer a path open 3 3b itsthrough therelay coil'll',consequently ihe armature 11 is allowed to drop and. renai ns, in itslower osition j'ust so long as inylof'thewheelsoi the train are upon theails'l and12.' 'lhe deenergization of relay .1 and the consequentdropping of armature l breaks the connection between armature v .1 andwire 2l, consequently current ceases 0 flow through the 90 control wire21 and he arms of the signal '10, which was to the lealf position, falls"by grayity in the well.

:nown manner to the danger position, but hefsame actionupon' relay 5which caused ignal arm to fall to the danger position also ausedthearm'atu're 5 to drop and inform circuit in which current flows asfollows; emembering that in the clear-position of the tact with contact33 by the movement of the signal the arm 15 makes contact with thecontact 33-; positive side of battery 14, wires 18, 19 and 3%, arm 15,contact 33, wire 35, armature 5 wires 36 and 37 relay coil .12, wires38, 30 and 25 to the negative terminal of the battery ll. The current inthe above traced path passing through relay coil 12 would energize thesame and cause the armatures 12 and 12 to beraised to their upperposit-ions andthe instant the armature 12 is raised to its upperposition another circuit would be formed, stick circuit which wouldcontinue the relay coil energized even though the just above tracedcircuit were broken, the circuit alluded to being as followsz-positiveterminal of battery 14, wires 18, 19 and 20, armature o 11 which it mustbe remembered is in its lower position, wire 32,.armature12 which is nowin its upper position, wires 39,

and 37, y

called technically, a

unison with the arm of the signal 10, so, al-

thought it is necessary to first have a circuit formed through thebreaker 15 and the relay 1 armature 5 in order to energize the relaycoil 12, after the relay coil has once been energized and the armathre11 .is in its slower position it will remain energized even though thecircuit breaker 1-5 is moved to the position shown inthe figure out ofconarm of the signal 10 to the danger position. It will be noticed thattwo conditions precedent were necessary to be fulfilled before relaycoil 12 couldbe initially energized; which conditions were first: themovement of the arm of signal 10 to the .full clear position thusclosing contact between arm 15 and strip .33;-second: the subsequentdropping of armature 5 bthe entrance of a train upon block section Assuch conditions are necessary for the initial energize tion of'relaycoil 12 and as such conditions can only arise by the movement of a trainon to and through section A ontosection B, therefore the relay 12 cannotbe initially energized by the movement of a train onto and throughsection C onto section B, for in case the latter'rnovement takes place,when the wheels of the train come upon the rails of section B onecondition neces= 3 sary {hr the initial energization of relay coil 12 isnot present, namely, the contact between arm 15 and contact 33,1 01: itis necessary that altrain benpon section A m order to clear the signal10. A movement of a train in the direction ofthe arrow E upon to'sectienC would not cause an initialenergization of relay 12 for the 'eflect ofsuch a train 11 on the circuits Would be merely-to drop t e armature 6thus its armature 11 but such train would not,

while on section C cause relay armature contact 33. a

The train which .we have heretofore assumed'to pass upon the rails ofsection A- and then upon the rails of section B would,

: while any part of the same was upon section Bv 'cause to be continuedthe energiza- I tion oii relay coil 12 through the stick circuitfasduring all the time that it is upon block B relay 5 would be"deenergized and 5 consequently relay; coil 11 would be de energized andarmature '11? would make contact with wire 32 and as long as arma- .turell vmakes contact with wire 32 after the relay coil 12 has once beenenergized, the relay coil 12 will continue to be'ener gizedi, As thetrainpasses upon the rails I I. of section 0',- the current from battery9' 7 would be shunted from the relay coil 6v and I armature '6Wouldbbreak contact between I wires 26 and 27 thus continuing the de qenergization of relay ecu 11' and the :energization of relay coil 12through its stick circuit and the train could be made to controlirelaycoil 12 to any desired distance 30 beyond the section C in an obviousmanner.

described and cause armature 12 and 12 ito' 'drop to their lower'position as shown in thefigure, so that the system would again 1 bein'the normal conditionas shown in the figure Ifwhile a train moving inthe diof sections B 01-0 and a-second train should -,fapproach in thedirection of the arrow D ands-Pass upon the rails vof section A, the

- U mature 5P would againbe dropped and as heretofore fully explainedthe armature 12 being in its upper'position, a circuit would- -beformedas' follows: vpositive terminal of battery 14-, wires -1 8;-'and40, armature'12 ,wi revnl, mechanism of signal 10, wire 17,

' am'nature4 3and wires-22,23, 24 and 25m ;'the= negativ e terminal ofthe battery. The current in 'the above traced path would causethe arm ofthesignal 1 0 to move to the 45; or caution position, so that the trainuponapproaching the signallO would be" confronted not'with a full clearor 90 positionaspect but witha 45-or; caution aspect indicating) thatatrain was inv the, y' the'signal and it would be; governed -accordingly.- If the second block controlled.

plete c rcuit would again be formed through. j the relayfll energizingthe same-and caus circuit through the relay coil 12 heretofore rectionof the arrow D were upon the rails train should pass upon' therails ofsection B' and a third train should then approach in the direction ofthe arrow D. andpass' upon the rails of sectionA, it likewise would 5' 5to drop or arm 15 to make contact with be'given'a e5 or. cautionaspectof the arm-,

. of the signal 10 unless all preyioustrains; '7

had passed beyond the limit of section C; The aspect given to a ,trainfollowingan'f'f other train into the section B in the direc- .tion'ofthe arrow D, not only indicates that a train-isupon sections B orC, butit also indicates the equally "important "fact that, the-3' train whichis upon sectionsB or C entered upon sections-B or G from the lefthand-end as viewed in the figure,' fer as we haveseenlp unless the firsttraindidlso ente1"'section"B,-:

the relay coil 12 would not hayebeenener-l gized, consequently thearmature 12 would not have been raised to its; upper position andconsequently the circuit ,throughjthef 45 control wire 41 would nothayeybeen j. completed by the entrance of a subsequent;

train. moving in the direction -.o f thel arrow D unto section A. i

- It is well understood by'those skilled inJ-j the art that themechanism for moving -fa i single "arm signal to two operated positionsfrom anormal biasedpositi'on can be used-f 7 equally well to operatethearms ofa' 2 armi signal eachtoone operated position' frorn j theirnormal-biased positionv so that itlmus be well understood that 'thef4;5control wire] a 41 could convey current to anothersignalfgarm to. movesaid-signal arm from a norm l, biasedpo'sition'toan operated position;Although applicant has. hereina'fteir'de-- scribed his invention asapplied to a nor-{- mal danger signaling system, it'is fully"un]-" derstood by those'skill'ed' in the art that. by; not usingrelay and itscontrolled arma'" ture and the connection of wire 23 withwirer l'f bymeans of wire 42 would transform! applicants embodiment shown from a1710179," mal dangersystem to anormal clearjsystcm,g as shown by Fig. 2,and that'if-fsuch change )1 were made, the arm of signal winsteadiofF';remaining in its biased position would nor-- mally stand in thefullclear 0 position and that the entrance of a train 'upon]sec tion Bmoving in the direction .of'the arrow 1] D under such conditionswouldl'cause the arm of the signal to move mime-a5 posi tion and thatthe arm onfsignal 10"wou'ld move to the fullnormal or dangerpositiononly upon the'movement of'a train into "sect; tion C-when movingin thedirection of'thef arrowE. It is furthermore to be observedthat:the'nspects of the signal would either, with the 'normal dangero'rjthenormaLclear j; systemsfie identical andthat under the same- ,1

'conditibn's 'asregard's the'pr'esenc'e of a train whmh-Iha'spassed thesignal the aspect of the signalwou] d' c I It we 'cuit controlled bysaid first relay including License skilled in the art that relay 11 hasbeen used merely because of the fact that the block controlled by thesignal 10 includes two track circuit sections. It will be readilyperceived by those skilled in the art that the principle underlying theuse of circuit breaker 15 consists fundamentally of a circuit breakerwhich is governed asto its position by the condition of the circuitwhich to fall by gravity upon its back contact upon the deenergizationof the relay controlling the armature. It is also to be observed thatwhat applicant has shown and described is simply a unit of a system, andin order to create a system, the unit would need to be duplicated, withthe usual overlapping as is well understood by thoseskilled in the art.

Having particularly described the construction and operation of. anembodiment of my invention and explained the opera tion and principlethereof,-what I claim as new and desire to protect by Letters Pat cut,is: a

' L'In a railway signal system, a signal.

having a biased aspect and a plurality of operated aspects, a closedtrack circuit, a relay controlled by said closed track 'circuit,anormally closed circuit containing a second rela controlled by thefirst relay,

a circuit inc uding said signal controlledby said second relay, anormally open cira third relay and a circuit breaker adapted to beclosed in an operated aspect of the signal, said third relay adapted tobe energized by the shunting of the track circuit when saidcircuitbreaker is closed, a further normally open circuit including said thirdrelay and its armature adapted to be closed when the track circuit isshunted and said third relay is energized adapted to maintain said thirdrelay energized after said circuit breaker is opened while said trackcircuit is shunted, and a normally open circuit including said signalcontrolled by said third relay, means to furnish electrical energy toeach ofsaid circuits.

2:, In a railway signal v system, a block,

a signal governing the entrance-to one end v of said block. and adaptedto have a normal biased aspect and aplurality of operated aspects, aclosed circuited track circuit of which the rails of said block form apart, .a source ofenergy in said circuit and a translating mechanism insaid circuit, means controlled by the translating mechanism adapted forcausing an operated aspect of said signal,- a second translatingmechanism means controlled by the first mentioned translatingmechanism'and the aspect of the signal adapted for energizing the secondtranslating mechanism and means actuated by the energization of saidsecond tran'slat ing mechanism to keep it energized while said firstmentioned'translating mechanism is denergized, and means governed bysaid second translating mechanism adapted to cause another operatedaspect ofs'aid signal.

3. In a railway signal system, a signal having a biased aspect and anoperated aspect, a closed track circuit, a translating device'controlledby the closed track circuit, a normally closed circuit'containing asecond translating device controlled by the first mentioned translatingdevice, a circuit for controlling the operated aspect of the signalcontrolled by the second mentioned translating device, a normally opencircuit controlled by the first mentioned translating device including athird translating device and a circuit controller adapted to be closedin the operated aspect of the signal, the third mentioned translatingdevice adapted to be energized by the shunting of the track circuit whenthe circuit controller is closed, a circuit controller controlled by thethird mentioned translating device, a normally open circuitincludingsaidthird mentioned translating device and the, circuitcontroller controlled thereby adaptedto be closed-when the track circuitis shunted and said third mentioned translating deviceis'energi-zedadapted to maintain said third mentioned translating device energizedafter said first mentioned circuit controller is opened while said trackcircuit is shunted, a-normally open circuit for signaling controlled bysaid third mentioned translating device, meansto furbv the firstmentioned track circuit, atranslating device controlled by thesecondmentioned track circuit, a normally open circuit controlled byboth of the translating de vices, said normally open circuit adapted togovern the signal, a. second. normally open circuit controllediby thesecond mentioned translating device including a third translating device'anda circuit controller controlled by the aspect of the signal,saidthird mentioned translating device adapted to be energized by theshunting of the second men- 4 tioned translating device when the circuitcontroller s closed, a second c1rcu1tcontroller controlled. by the thirdmentioned translating device, a third normally open circuit includingthe third mentioned translating device and the second mentioned circuit-controller adapted to be closed when the second mentioned translatingdevice is Y shunted and said third mentioned translat- 'ing device isenergized and adapted. to main-- tain the third mentioned translatingdevice energized after the first mentioned circuit controller is openedWhile the second mentioned translating device is shunted, a fourthnormally open circuit for signaling controlled by the third mentionedtranslating device andthe first mentioned. translating device, means ,tofurnish electrical energy to each of said circuits.

5. In a railway signal system, a'-closed' track circuit, a second closedtrack circuit, a normally closed circuit, means controlled bythe saidnormally closed circuit-for signal ing, means controlled by said trackcircuits for governing said normally closed circuit,

a normally open circuit including a relay,

means for closing said normally open circuit 1 "controlled by saidnormally closed circuit,

means including an armature of said relay to keep the relay energized,means controlled by saidrelay for signaling,

'a normal indication and a pluralityyof op-' a In a railyway' signalsystem, a vblock, a-slgnalmechanism governing the entrance to one end'ofsaid block'and adapted to give erated indications, -a closed circuitedtrack circuit of which the mills ofsaid block form.

a part, a s'ourcefof energy in said circuit and a translating mechanismn said circuit,

means controlled by the translating mech-x anism adapted for causing anoperated indicatlon of saldsignal mechanism, a second ated indication ofsaidsignal mechanism.

7. In a railwaysignal system, a closed track circuit, a second closedtrack circuit, a normally closed circuit, means controlled by the saidnormally closed circuit for signaling, means controlled by said trackcircuits for governing, 'said normally closed circuit, a normally opencircuitincluding a ..trac'k circuit, means including an armature of saidrelay to keep the relay energized,

relay, means for closing said normally open circuit controlled by saidnormally closed circuit and by the ,first mentidne'dclosedj meanscontrolled by'said relay for signal-r i in o v i a railway signalsystem, va track circuitedtrackway, a normally closed circuit, meanscontrolled by the said normally 7 I closed circuit for signalin meanscontrolled bysaid track circuite' traclrway for c governingsaldinormally. closed circult, a"

normally opencircuit including a' relay,

means for closing said normally open 0113- vcuit controlled-by saidnormally closed cit-r cuit, means including an armature of said relay tokeep the relay energized, means controlled by said relay for signaling.7

. 9. Ina railway signal system, a track circuited trackway, a normallyclosed circuit, means controlled by the said normally 3 closed circuit-for-signaling, means con-J 7,5 governing said normally closedcircuit, a

trolled by said track circuited trackway fornormally-opencircuitincluding a relay and I two circuit controllers,-one ofsaid'circuit' j controllers governed by the said track air-+1."

cuited trackway, the other of saidcircuit controllers governed by thenormally closed ding an armature ofcircuit, means inclu aid relay tokeep the relay ener ized, and j means ,controlled by saidrelay or;signalv v sjwcb In a railway signal system, a track 1 n ing; '10;:circuited trackway, anormally closed circuit, means controlled .bythesaid-normally aling, means con- ,ao

closed; circuit for si trolled by said track clrcuited tracliwayforgoverning said normally closed c1rc'uit,-,,a I

normally open circuit ncluding a relay,-'1. means including a circuitcontroller COD-1" trolled by said normally closed circuit for vclosingsaidnormally open circuit, means including an armature of said relay tokeep 95 7 means controlled the relay energized, and bysaid relay for-s1al1ng..

witnesseszm V 1 LILnmnL. Pmnnns, ,GLAnYs RgTYLnn.

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